Flexible shock absorbing power coupling



- April 1, 1947. E. A. F. PRESSER 2,418,315

I FLEXIBLE SHOCK ABSORBING POWER COUPLING 1 Filed Aug. 13, 1945 a Sheets-Sheet 1 April 1', 1947.

E. A. F. PRESSER FLEXIBLE SHOCK ABSORBING POWER COUPLING.

Filed Aug-:13, 1943 3 Sheets-Sheet 2- Ea a [/I': A. Passer INVENTOR.

276a rm April 1, 1947. E. A. F. PRESSER FLEXIBLE SHOCK ABSORBING POWER COUPLING 3 Sheets-Sheet 5 Filed Aug. 13, 19 43 w m M Q I NI Q\.\\\N%, v QN hN u 3 M 0 m M NH mW 0. ll W Patented Apr. 1, 1947 UNITED STATES PATENT, OFF-ICE Eric Presser, East Chicago, Ind.

Application August 13, 1943, Serial No. 498,448

4 Claims.

1 My invention relates to improvements in flexible shock-absorbing power coupling and it especially consists of the features pointed out in the claims.

The purpose of my invention is to provide a power coupling that is flexible and automatically adaptable to variations of intermittent motions; that the flexibility is due to the use of an external coil spring of sufiicient cross section and length and the cooperation of the hydromatic eflect present through the use of oil or any other available liquid which fills all the open spaceswithin an enclosing casing; that because of these characteristics it eliminates the breakages that are not infrequent in the crankshafts of triple expansion marine engines due to very sudden changes of load; that on account of the shock absorbing features there is stored up some of the energy expended in overcoming the retardations of the shock automatically returned to the system; and that is quite simple in its construction and operation. I i L With these and other related purposes in view I illustrate in the accompanying drawings such instances of adaptation as will show the broad features of the invention without limiting myself to the specific details shown thereon and described hrein.

Fig. 115 a diagrammatic view showing the invention associated with a ship's propeller.

Fig. 2 is a view similar to Fig. 1 showing the invention in connection with an intermittent power service through a clutch.

Fig. 3 is an elevation in lengthwise section throughout the entire structure.

Fig. 4 is an end elevation, partly in section, of Fig. 2.

Fig. 5 is an elevation in section of one of the floating disks, projected from the adjacent Fig. 4.

Fig. 6 is a reduced sizeelevation of the rim face of one of the floating disks.

Fig. 7 is a combined-side and end elevation of a two-piece sleeve for holding the driving and the driven shafts as assembled end to end.

In using my device I may employ whatever changes or modifications in structure that the exigencies of varying conditions may demand without departing from the broad spirit of the invention.

2 currently cause the ships propeller to be entirely out of the water as the ship is on the crest of a wave and the next moment the racing propeller thrust into the water with its attendant shock, endangering the crankshaft of the steam engine.

A source of power is indicated diagrammaticallyon Figs. 1 and 2 at I. It is connected to the device by a shaft 2. This shaft is connected to the driven shaft 3 by a split sleeve 8 so thatthe two separate shafts are always held in an end to end approximate engagement with each other. The sleeve 8 is in two parts. It has two inner flanges Iii that enter correspondin rooves! in the respective shafts. The sleeve 8 is held in place by a long aligning sleeve ii that extends from the right-hand end disk 4' to the left-hand end disk'S.

v Between the disks 4 and 5 there are a number of duplicate members 6lwhich I have named, floating disks. They ride loosely on a, cylinder or barrel 1 which has endportions 21 Joined to inwardly projecting hubs 22. These hubs rest on the aligning sleeve ll. Against the ends of the sleeve II and against the ends 2| of thejbarrel I. end disks 4 and 5 are placed. The disks 4 and 5 haveenlarged projecting hubs 21 and 28 respectively. A collar 25 on the shaft 2 and a collar 26 on the shaft 3 hold all the parts in endwise relation. The end disk 4 is keyed to shaft 2 by a key 23 and the end disk 5 is keyed to the shaft 8 by a key 24. The disk 4 has a, side projecting rim I4 similar to the rims 14 on each one of the floating disks 5. The disk 5 has an inwardly proiecting annular hub I5 like the hubs l6 on each one of the floating disks 6. Beneath the rims Hi there are radial teeth l5. On each disk the teeth ii are diametrically opposite each other. Each one of the disks 8 has a small seating hub ll! projecting from each of its faces. These feet are annular and they rest on the barrel-l. Within the limits of the teeth l5 and I9 they may be rotated. a

The set of radial teeth, l9 project outward from the annular hub 16. These teeth are the same distance from the shaft center asthe teeth l5 and they are similarly disposed in diametrical relation to each other. Each one of these teeth is provided on its two engaging faces with cushioning springs 20. 011 channels iii are formed radially through the hub l 6.

variations of uniformity. The latter condition is usually found in the case of ocean or other vessels that must traverse stormy seas which re- A large coil spring I3 is attached at its ends to the end disks 4 and 5 by any desired fastening means at 45. This spring is only under partial tension as the first motion is imparted to the J shaft 2 by the prime mover I: into full tension unless all the teeth l and I9 of all the disks 5 are in engagement.

' The shafts 2 and 3 are held together end to end by the two-part sleeve 8 as described above. The sleeve 3 is first applied to the shafts, then the aligning sleeve II is slipped over it, the ends 4 and 5 are then assembled on their keys and the collars 25 and are placed ,against the .ends 4 and 5 where they are held on the shafts by through pins or otherwise; The entire assembly is enclosed by an external casing 29. This f is It does not come 4 I been designated as the driver'2 and the drivenshaft 3. As the disk 4 rotates it picks up the tooth I9. by its own tooth l5. The tooth I5 is on the immediately adjacent floating disk 5 and the same disk also has a tooth l5 on its opposite side, under the rim I4. All of the disks areduplicates. The disk 4 has a rim l4 and teeth I5 but a not teeth l9 while the disk 5 does not have a rim made in two parts, which may be duplicates of each other. Both parts may have internal threads which are engaged by an inner ring 3i which after the outer casings have been assembled on it, set screws 32 hold the parts against separation. There is a filling attachment 33 and a controlled outlet 34. On the outside of the collars 25 and 26 bearings 35 and 35 are positioned. These are shown diagrammatically on Fig. 3, by conventional diagonal lines. a

h The entire inside of the device is filled withoil and to provide circulation, channels 31 are formed near the ends of the barrel 1, on its outer surface. Similarly channels 38 are formed in the sleeve II and channels 39 and 49 are also formed in the split sleeve 8.

When the device is applied to ship service the usual propeller I2 is secured to the outer end of the shaft 3, with the usual conventional bearings secured to the hull of the ship. To prevent the leakage of oil from the inside of the casing 29 external stufling boxes 30 are provided with .is for intermittent motion and a fly wheel 43 all the disks are moving as a unit the coil spring l3 secured to the disk 4 by a fastening 45is' put xunder tension due to its being secured to the endv disk 5 by a similar fastening 45. The spring is o put under tension to an.initia1 degree as soon as the disk 4 starts to move. Due to the storing up of energy in the spring a ship's propeller will water by the boat having reached'the crest of a the wave. As soon as the propeller again engages the water the cushioning effect of the springand the hydromatic'agency of the oil will take up the shock that would otherwise endanger the main shaft.

In the case ofan intermittent motion, exemis placed on the shaft 40 for the purpose of using its inertia to drive momentarily the driver, creating an instant of neutrality, the energy is used to recoil the shock absorber spring and reduce the kinetic movement of the power source. on

the same shaft a pulley 44 may be placed or any other means for conveying power from the shaft 40 for any purpose whatever.

If desired the left-hand end member 5 may be bolted to the barrel 1 by screws. 46, and if found desirable the casing 29 may have external supporting feet 41.

The radial teeth l5 under the rims l4 have a chordal oil channel 48 which communicate with adjacent radial channels 3 in the hub, l6 and a second radial channel 18, adjacent the other side of each radial tooth l9.

The oil between the teeth l5 and I9 acts as a cushion between these faces in addition to the cushioning effect of the springs 20. In order that the split, sleeve or coupling 8 shall be amply lubricated oil holes 39 lead into the grooves 9 of the shafts 2 and 3. A lengthwise channel 49 is made in the surface of one or both parts 8.

It is immaplified in Fig. 2 the load 44 being rather heavy and difilcult to start easily the first shock of it. is taken up by the spring, and the hydromatic effect of the oil movement between the teeth II and I9 and the energy stored in the springis then automatically returned to the shafts 3 and 40. At any time that the load 44 is suddenly increased the engine I may continue at its rated importance of my device serving as a shock absorber in any transmission line under sudden changes in load which in the absence of a mechanical and hydrostatic cushion would result in serious breakage. In the case of maritime uses it will be possible to speed up the movement of a vessel in stormy weather beyond the safe limits admissable in ordinary practice. It is believed that with my attachmentrin cooperation with a of a governor -to control the'steam admission above a certain speed limit of the propeller to, for a moment, completely shut off the steam until the R.-P. M. is reduced below the limit set by the governor. Slight variations of R. P. M. in

excess of the speed to which the governor is set, in the ensuing danger to the engine crank shaft will be offset by the shock absorber. It is of course well known that in extreme stormy weather speeds of ships are reduced very much which in the course of the shipment of war materials may seriously delay the receiptiof critical war supplies where most needed.

WhatIclaimis: 1. A shock absorbing power coupling whi comprises a pair of shafts, placed end to end for independent movement within prearranged limits, a plurality of flanged floating members positioned between end disks, a pair of end disks connected respectively one to each shaft, a coilspring external of all the floating members attached to the end disks, an enclosing casing for all the parts, and an ofl supply within the casing to fill all the interstices between the parts and provide hydrostatic pressure as a further cushion between the moving members.

2. A d sk adapted for power purposes comprising a central web, an external rim on the one side, a reduced diameter hollow hub on the other side of the web providing a fluid chamber therein, a pair of teeth in concentric diametrically opposite relation beneath the rim, a pair of teeth in concentric diametrically opposite relation on the outside of the reduced diameter hub, and oil circulating openings through the several teeth.

3. A plurality of adiacently positioned disks adapted for power purposes each disk comprising a central web, an external flange on the one side, a reduced diameter hollow hub on the other side of the web providing a fluid chamber therein,

a pair of teeth in concentric diametrically opposite relation beneath the flange, a pair of teeth in concentric diametrically opposite relation on the outside of the reduced diameter hub, oil cir- 'culating openings through the several teeth, and

to which the disks and the casing are concentric. 86

4. A shock absorbing coupling comprising a pair of disconnected shafts, an end disk attached to each shaft, a plurality of floating members between the end disks concentric with the shaft, a resilient member surrounding the disks having one end attached to one end disk and the other end attached to the other end disk, continuous flanges on each disk, a hub on each disk of approximately the same axial dimension :as the flanges, a concentric barrel support for the interior diameter of the disks, a self aligning sleeve extendingover the ends of the shafts between the end disks, a casing enclosing all the disks whereby the entire interior is sealed to contain lubricant and the entire space between the end disks is filled by the floating disks face to face against each other throughout their entire circumference.

ERIC A. F. PRESSER.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Fine NOV. 10, 1925 

